Engine



M. L. WILLIAMS.

ENGINE,

APPLICATlON F|LD DEC. 1', \914.

1 308,466 Patented July 1, 1919 9 SHEETS-SHEET l.

M. L. WILLIAMS.

ENGINE.

APPLICATION FILED DEC,7.19I 4- Patented J uly 1, 1919.

9 SHEETSSHEET 2 &

M. L. WILLIAMS. ENGINE.

APPLICATION FILED DEC-B1914.

Patented July 1, 1919.

9 SHEETS-*SHEET 3- an m M. L. WILLIAMS.

ENGINE.

APPLICATION FILED DEC. 1. m4.

Patented July 1, 1919.

9 SHEETS SHEET 4.

W o 2 j 1 1 mm MU e M. L. WILLIAMS.

ENGINE.

APPLICAHON HLED 050.1. 1914.

1 08,466. Patented July 1, 1919.

9 SHEETSSHEET 5.

Fay. Z

/ IIIIIIIIIIIII m 368, i U a7;

M L. WILLIAMS.

ENGINE.

APPLECATIDN FILED DEC. 1, mm.

Patented July 1, 1919. 9 SHEETS-SHEET 1 M. L. WILLIAMS.

ENGINE.

APPLHIATEON HLED DEC. 1. 1914.

1,308,466. Patented July 1, 1919.

9 SHEETS-SHEET 8.

M. L WILLIAMS.

ENGNE.

APPLICAHON mgu DEC-7119M Patented J uly 1; 1919.

9 SHEETS-SHEET 9.

UNITEDsTATEs ATENT OFFICE.

usnrm L. wxnnuue or SOUTH BEND, mm uqs, ABSIGNQB, BY imam sss emmn'rs, .ro'mnmcan'snnnvn-vnvn moron common, A. couomnon or. nnmwann.

ENGINE;

To aflavhom it may concern: 7

Be it known that I, MARTIN acitizen of the United States, res ding in the city of SouthBend, county of St. Joseph, 51am! State of Indiana, have invented certain new and useful Improvements in Engines, o d-which the following is a specification,

f This invention relates to improvements in engines and refers more particularly to improvements in the liibqo g system of a rotary valve four cycle ga n e. 1

Among the'si lient ob3ects of the invention are to provide an improved manner and 1,

mechanism for lubricating the varions oper- A 16 ating parts "of a gas eng'ine of the rotary valve tyge; to provide novel ffikeans for ater-coo ing the, lnhricatingflmd; to pro.- ide a novel arrangement; the head ring which insnresz'miifonnand constant lubrication at the'upper. port of the cylmderg to provide means for supplying" lubricating fluid under presence to a snpgleinentary casing'which induces a certain va ve operating mechanism and is tlie'noeconducted to .the bearing imits. of the cylinders under P sure.

The invention consists in the matters hereiiiafter described and; more particularly pointed out-in the aQpended cla ms.

In the drawings-e;

Figure' 1 is a 'viewpartly in side elevation and partly in vertical section of my. im.- proved engine; i l a" Fig. 2 is a side elevation of the: opposite side of the engine shown in Fig. 3 is a detail. view on an enlarged scale elf the wot-5n. shaft adjusting mecha i m-M Fig. 4 is a transverse vertical sectional view taken substantially on' kneel-4 of Fig. 2 and looking in the direction of the o Fi 4*- is :1 fragmentary vertical sectiona view showing a modified form of 16 arrang ng the rotary valve sleeve relative to the piston F1 5 is a detail shown the manner in whic the oil enters the cy inder head; Fi dis a vertical sectional view taken to longitudinally thiough the cylinders.

Specification 0! Letters Patent.

Application fl a nede uav, um. sum It. mam.

L. wanna,

.on lines 10-10 of Fig. -9;

Patented July 1. 1919.

- Fig. 7 is a-horizontal sectional view taken on lines 7--7 of Fig. 6 and looking in the direction of the arrows;

Fig. 8 is a horizontal sectional view taken on lines 8-8 of Fig. 6 and looking in the direction of the arrows;

Fig. 9 is a vertical sectional view taken through one of the cylinderl;

Fig. we a horizontal notional view taken f iFi 11 is a side elevation-0f the valvgsleevez. .T 1 Fi'g. 12 isa b0 n view of the sleeve shown in Fig. 11;.{5 j

Fig. 18 is a sectional view taken on lines at 13-13 Fig. 11 'an' looking in the direction of thearrows; a 3 Fig. 14 is a sectional viewtaken on lines 14-14 of Figifi'l' and looking in thedirection of the arrows;

Fig. 15 is a transverse vertical sectional view of the worm wheel, there being one of these wheels for each valve plate;

Fig. 16 is a top plan view of the wheel shown in Fig. 15;

Fig.1? is a top plarview of the stationary port ring;

Fig. 18 is a vertical sectional view of the same taken on lines 18- -18 of Fig. 17.

'Fig. 19 isfja plan view of the expansion ring which fits within the ort ring.

- Fig.- 20 is a side elevation'of said port ig. 21 is a sectional view taken on lines 21-21 of Fig. 19;

Fig. 22 is an enlarged detail view of the worm shaft and associated parts;

Fig. 23 is an end view of the shaft shown in Fig. 22 with arts bfiiken away to disclose cei'taln details of=cdnstruc 'on Fig. 24 is a side elevation of he oil pump with ports shown in dotted lines;

.Fig.' 25 is a sectional view taken on lines 2525 of Fig. 24 and 'lookingin thellitection of the arrows;

Fig.25 is a cross sectional view of the valve arrangement for the um 'Fi 26 isa fragmentary etai view showing t e manner of attaching the water manifold to the cylinder heads; V i

Fig. 27 is a side elevation of the parts shown in Fig. 26;.

Fig. 28 is a detail sectional view on an enlarged scale;

Fig. 29 is an enlarged detail view of the valve mechanism controlling the sup ly of lubricating fluid to the cylinder hea s.

Referring to the drawings-- 1 designates as a whole a crank case, 2 the crank shaft and 3 the fly wheel. The crank is mounted in suitable bearings 4, 5, and 6. The lower end of the crank case serves as an oil pan 7 provided with oil troughs 8, 8. At the upper end, the crank casing is provided with a cylinder base 9. on which are supported the cylinders 10, 10. These cylinders are preferably constructed in pairs as shown, for PXtllllPlG, in Figs. 1 and 8. These pairs of cylinders iua each be removed independently of the ot ier.

\Vith each cylinder 10 is mounted the piston ll-conuccted by. piston rod 13 t0 thecrank 2 in any well known manner. Between each cylinder 10 and piston 11 is interposed a rotary valve sleeve 12 open at either end and extending the full length of the cylinder. To the lower end of each rotary valve sleeve 12 is secured a worm wheel 14, hereinafter more particularly described. \Vithin the upper end of the cylinder is seated a i'letachable cylinder head 15, the lower end of which fits within the valve sleeve 12. The cylinder head is bolted or otherwiserigidly secured to the cylinder. Between the sleeve wall-aud the cylinder head is interposed a relatively stationary port rim 113, shown more clearly in detail in Figs, 17 and 18. This ring is provided with six circumlereut-ially spaced ports 17 which register with the inlet and exhaust ports at the. upper end of the cylinder Walls. hereinafter described. The ported ring is locked aaainst rotation by means of a pin 18 extending into the cylinder head. The ring is alsosplit, as shown at, 19 and 20, the split portions of the ring being offsetand the ring being split through two oppositely disposed ports. as shown more clearly in Fig. l8. The ring is normally forced outw'arilly by a spring split collar 21 which rests upon a shoulder 2 formed in the lower end of the cylinder head and is provided atits upper face with a conical or tapered portion 23 projecting into a flaring portion 24 formed in the lower end of the port ring 16. The arrangement is such that the collar 21 normally tends to s read the port ring 16 so as to form a gas tight fit between the latter member and the rotary valve sleeve 12. while at the same. time allowing the valve sleeve to rotate without undue friction. The central portion of the ported ring 16 2'. e., that. portion of the ring wall, opposite the ports. is counterbored as shown at 25 in order to insure of effecting expansion, and contraction of the ring. The valve sleeves in each pair 'of cylinders rotate in opposite directions, or in othenwords, lock wise and anti-clockwise. In the cousli-iu tion shown in Fig. 17 the rotary vahe lrtlt will he rotating in clockwise direction as indicated by the arrow, and the result will he that the rotation of the sleeve will tend to contract the ring 16 because of the location of the pin 18. In those cylinders in which the sleeve rotates in the oiposile direction the pin 18 should be secured to the opposite side of the split portion of the ring 16. The object desired is to have the rotation of the sleeve tend to contract the ported ring 16 against the action of the collar 2 This insures more ellicient lubrication and the parts are less liable to score should thiy run light on oil, for the reason that the more the ring contracts, due to friction of the sleeve, the greater will be the o l space lictween the ring and the sleeve.

Referring now to the ports in thrw .wir. wall, in the upper end of the latter a! cow circuinferentially extending inlet ports and alternately disposed exhaust ports 2 Because, hmvevcr. it is more or less diliicuii, to accurately cast ports. I rovide the cylinder with a stationary bus ling 28 which is ported as shown at '39 to correspond with the inlet and exhaust ports of the cylinder wall proper. The ports in this bushing may be milled out with absolute accuracy that allows of a micrometer adjustment. The upper end. of the cylinder wall is counterborcd as shown more clearly in Fig. 1 to rcccive the bushing. the lower end of the latter resting on a shoulder 30 inthe cylinder. The lower end of the. cylinder is provided with three circumferentially disposed exhaust ports 31.

(his is delivered to the inlet ports of the cylinders in the following manner-manifold 3;! leads from the caflmreter and is provided with extensions 33 and EH which conununica'te with inlet chambers 35. there beingpne of these chambers for each pair of cylinders. In other words. each inlet chamber 35 extends entirely around and between two cylinders. and communicates directly with the intake passagci in the cylinder walls. The manifold is suitably bolted or otherwise secured to the cylinder, and the inlet chambers are preferably castintegral with the cvlinder walls.

cferring now to the manner of dcliverthe lower end of eachlcylinder, as shown more clearly in Fig. 10. Each exhaust chamber 38 to 41 communicates with the three exhaust ports at the bottom of' each cylinder, respectively. The three exhaust ports at the topof each gcylihder exhaust into the respective chambers 381:0 41 respectively, by .means vertically extending exhaust conduits 42, therebeing three of these conduits 42 in each cylinder, i. 2., come-- s'gonding in num r to the; exhaust rts in t e upper .end of'each cylinder. he ex haust chambers and the exhaust conduits posed relative to each other.

just describhd are cast integrally with the" cylinders.

It is also to'he noted that the exhaust ports at the upper end of each cylinder wall are longer vertically than horizontally while the exhaust ports at the lower end of the cylinder are longer horizoritally than vertically. Also the inlet ports at the up r end of the cylinder are longer yertica ly than horizontally. The object of making the ports at the upperend of the cylinder longer vertically than horizontally is to get a lar er port areajnagivcn circumference of cy inder wall: and to do this without unduly weakening the cylinder wall.

Referring now to the ports in the rotary valve sleeve, the latter is provided at its up per end with. in the present instance, three circumferentially extending p'orts 43, which are of the same size and shape as the inlet andexhaust ports in the cylinder wall, and are spaced one hundred and twenty rlegrees apart. It will be seen that the ports in the upper end of the sleeve are equal in number to one-half the combined number of the inlet and exhaust ports in the upper end of th dylinder, and each ort alternately registers witltan inlet an exhaust port in the cylinder as the sleeve rotates. As will be seen in Fig. 7 the inlet orts 26 are spaced equi-distant apart, and t e exhaust'ports 27 are also spaced equi-distant apart and the inlet and exhaust ports are alternately dis- At its'lower end each valve sleeve is provided with three circumfcrentially extending equi-spaced' ports 44 adapted to register with the three exhaust ports in the lower end of the respective cylinder. Each sleeve is confined against vertical movement in the cylinder by a flange 45 which lies between the lower end of the'cylinder and the upper face of the base but in such a way as not to interfere with. the free rotation of the sleeve. The upper endof. the sleeve projects into the i space between the bushing and the stationary port ring heretofore referred to.

The novel manner of lubricating the various operating parts of the engine fprms an important feature of the present invention.v "0 this end. in the upper part of the crank casing is formed a su lemcntal oil or lubricating chamber 46 wlnc 1 extends entirely around the base just below the lower ends of the .four cylinders. as shown more clearly in. Figs. 1 and 4. Oil is delivered to this chamber from the main supply chamber oil reservoir 7 by means of a supply conduit-47 cast integrally with the upper and lowerhalf of the'crank case. Adjacent the rear pair of cylinders, this lubricating chamber 46 is provided with an enlarged extension 48in which is mounted a c'car pum i 49. The latter comprises a pair of gcars 50 and 51 mounted on trunnions 53 journalcd in suitable hearings. The trunnion of the shaft 53 of the gear is provided with an extension 53 carrying a spiral gear 54 which meshes with another spiral. gear o5'mountcd on a main worm shaft 56. The pump is provided with inlet ports 57 communicating with the conduit l'l and with an outlet 58 communicating with the supplemental lubricating chamber 46. The main object of the supplemental oil chamber 46 is that the worm shaft 56 which drives the rotary alye sleeves in the manner hereinafter described shall beconstantly inc'aSed in oil.

The outlet 58 is controlled by ported valve sleeves 58" and 58". The former is'stationary and has orts 59' leading to the oil chamber 46. he sleeve 58" rotates and has a port 60 adapted to register with the port This latter sleeve 58 is rotatably journaled in the stationary sleeve and is provided with an operating shaft 61- manually controlled by lever arm 62' leading to any convenient" place. washer 63 is interposed between a flange 64 and the threaded nut 65'. By adjusting the rotary sleeve the supply of oil from the pump gc an be readily controlled. This, supplemental oil chamber also snpplies oil tothe upper end of. each cylinder. To'this end each cylinder is provided with a pipe 59 communicating at its lower end with the chamber 46, asshown at 60. the flow being controlled hyla needle valve 61. To prevent oil'frem backing through the pipe 59 there is inter sell in the latter a ball check valve 62. n each pipe 59 is also a glass sight 63 so that it can be readily seen whether or not the oil is flowing propcrly through the pipes 59. At the upper end each pipe 59 18 provided with a plug .64 provided with a plu'rality of apertures channel 67 counter-bored in the head just above as u er end of the eleeve. 'It' may also be here stated that the. head is provided with a gas relief or priming rnp passageway 68 and priming cup on,

As a feature of tho invention I provide meam not only for water-homing the engine in the ordinary way. but also for waterrooling tho lnlorirating fluid. Each pair of cylinders ia providrd with a single water jacket 70 whirh water jar-lint -xtends on tireiy around the two rylindors and from the top to the: bottom of the same. This insures oven temperature throughout the entire (llT'illllOFPHP nd height of the rs: new tive cylinders. Thv water enters through inlet manifold whirl: (filtllalrA alongside 0f the four cylinders and co nnnnximdes with the two water jackets through anitahle passageways. The water after passing around the rylindrr willl e-nters into an annular Chamber 71.3 by means of a series of passages or ('ondnits 74. and thence into the passage way T5 formed in the head, thence to the return manifold 76, and back to the radiator (not shown). W'atcr escapes from the passageway F5 into t-lna manifold 76 by non daits T7. The manifold 3'5 is bolted to the. head nhown at T3 h Tiwailholts. Voter is delivered to the inlet manifold 11y means of a pump 79 having an inlet conduit 80 leading to the base of the radiator {not shown}. The detail of this pump is Hllflfl'il in Fig. 23.

It is to he partienlarly noted that the inint, water rondnit lies alongside of the adiz cent part of the lubricating chamber 46. the purpose of cooling the, lubricating oil. This ie a novel feature of tin presont inton tion. A fan is prm'iiled. usual. for cooling llll' radiator. l hisz-rihing now the manner of rotating the ri ry valve, Shorts, the worm nhaft 56. nnret a! roferroti to in mounted on anitahlo l'warv H and The rear {1 of the shaft at is nmnntt-d in a thrust hearing 89 of well known construction. it i Front end the r mim sha lii pl'UYldE ll, 'itn a pair at interlocking goats ill: and Ell. the former raw-giving the nanal lwlt for driving the fan and water pump. The latter gear 9 is onunoctml directly to the cranli' shaft. by a llfll-l belt 92 and u- 93. the tar being n'nr-nnlwl on the end of Ihv m'ani; Shaft.

lllieam at? #113 plhlii'lml fin laqja'iil y all mting the worm shaft in Ill waning. fict-ordingly. in tlw ()n tin worm Flltifl 56 are mounted tom worm gears :13. Earl: worn gi -av is prmided at hotlrenal nith z: t-onieal i-onntm'hored purtlon 99 adapted to rem-we the (:Qfllflll gases at ends 100 of lock nuts 10]. These loci; nuts are internally threaded as shown at 102 to engage threaded portions ifiltl on. the norm shaft. By the arrangenwnt inst dcsrrilml the worms van he :nljnstezl endwiw on the Worm shaft. if na-resszna, and thou push tively locked in ran-h adjn tud pmition. The flange 45 on tho lowrr 0nd of cash sleeve is pr-znided with three rircnnil'vrem .tially spaced nntPln-d port om lll adaptud to register with the lot-kin; dogs in!) rartied by a, worm 'ilPPl 104'. The worm ill? of ea-"h worm Wlwi'l 06 'iHlPIThf'RlHH with the corresponding worm WlH-tlh 9b and is thus driven by thv rotation n5 the worm shaft. worn: Wheel 1013 are provided with :1. p111 rality of oil r: 108. 13; reference, to Fig. 4 it will ho soon that these worm wheels are all inolosed in the supplemental oil eham her. lnasinnrh as the VHXTlUllS PUltS in the rotary Valve sleeve are all spam-d nqui-distant apart. and the lockin 104 and lorking dogs 105 are simi arlyspared, the sleeve most of nt-t-essity he fitted in proper posil ion.

In Fig. 2, modified form of ronatrnrtion. This modififBIlOll cmnaiS-t-s in providing the hand with a nlem'n-lilti ext annion LOU hich. extends the Enll length oi" the cylimler wall and is interposed between the out r wall of the piston 11 and the rotating alrm'e 112. This modified form of ronntrnction by separating the piston from tho sleeve ohviatt-s the possihilit of the rotation of thz" sleeve: interfnringwith tho rvrign'iifatin If the piston or vice versa.

la the presont instance. 5 have shown a four vylimler fonimyole angina. th s piston atants down on tho that noelw stroiiotho port; in thr upper end of the eerie m nister "with the. inlut ports in the end of he cylinder, and the suiipl x m zrla into the cylinder. Al. {i115 time iin: iorts at the upper and of the. qylintlur are closed e rotary rah-"o sleeve. and. at the lower and it tho tylinder are closed by both the aleevo and the. r:. vlintler. Ae. the piston tie on. tho il'ital ie Stroke, draws in the 53H hy wirnnrn. A9 the pinion I Britftl'tilf and when ilk" en-l of its intake etrohe, all the at porte are. tinned. As the on stroke, he piston on stroke.

port. f. ant; rennin chisetl duringr mid strain. is the pi ton reaches the end of the powrr stroke, the sleeve has r0- latod an that its lower ports regiater with the exhaust poi-ta in the. lower end of the vyli'ndvr. Ari the piston uncovers the exlnnnit north at the. lower end the vonsumod rape into the exhaust manifold.

Preferably, the lower ends of each.

i have shown a nomewhat.

two, three and four are closed and when the inlet ports lil any one igvliniler are open, the

inlet. port-i in all ilie other three cylinders arc closed. lhc number of ryliuders, in a construction of the. present character, 7}

It, to he noted that by reason of the fact lhe inlet and exhaust manifolds lie alongside of each other, 6., with the radiating surfaces substantially in Contact, :urcordingly, I can use cold fuel in the can buroter and dry the gases by heat of the exhaust manifold. In other words, the fuel and air are hl'fiillfiil in the manifold after mixing.

The invention not limited to the details of consirurtion shown except as set forth in tla appended claims.

I claim as my invention- I. In agas engine, the combination with 'a plurality of cylinders, of a ported rotary 9 in we sleeve in each cylinder, gearing at the lower and of said sleeves for actuating said sleeves, a drive shaft for said gearing, a sup- ;iliw-ntary using inclosing said shaft, .uiesns for .pislying luhricani' to said snpplementary easing, oil pipes leading from the casing to the upper end of each cylinder,

This will he true regardless of and a channel member at the upper end of each cylinder for receiving oil mm the oil pipe.

2. In a gas engine, the combination with a plurality of cylinders, of a ported. totary valve sleeve in each cylinder, gearing at. the lower end of said sleeves for actuat lug said sleeves, a drive shaft for said gear ing, a supplementary casing inclosing said shaft, means for supplying lubricant to said suppleuwitary casing, oil pipes leading from the casing to the upper end of em." cylinder, :1. channel member at the upper end of each cylinder for receiving oil from the oil pipe, and a checkvalve in each pipe and an aperture ammher interposed lictnean the delivery and of the pipe and said channel portion.

3. In a gas engine, the combination Wllill a plurality of agylinders. of in ported" rotary valve sleeve in eavh cylinder. gearing at the lower end of said sleeves for aei'wuatmg said sleeves, a drive shaft for said gearing, a supplementary easing inelosing said shaft means for supplying lubricant to said 4}?- plementary easing, oil pipes leading from the casing to the upper end of-each cylinder, :1 channel member at the upper end of each cylinder .for receiving oil from the oil pipe, and means for cooling the l bricating fluid, comprising water jackets surrounding the ylindrrs.

MARTlN L. \VILLIAMEE. Witnesses:

Joyce M. Lu'rz, C. B. BELKNAP. 

